Airplane



April 17, 1945. BUNEVICH 2,374,075

AEROPLANE Filed March 3, 1943 6 Sheets-Sheet l Inventor jam/fez Burbevzic By M April 1945- D. BUNEVICH 2,374,075

AEROPLANE Filed March 3, 1943 6 Sheets-Sheet 2 I'HIIH I "'1' Inventor m janz'ezjwrbevz'cil/ April 17, 1945. D. BUNEVICH AEROPLANE Filed March 3, 1943 6 SheetsSheet 3 Inzentar Fwd/e2 flower/rick April 17, 1945. uN wcH AEROPLANE Filed March 5, 1943 6 Sheets-Sheet 4 IIII'LIIl/H' ,Fdrai'e Zjdrbeva'ck and 5? Ap 1945- D. BUNEVICH 2,374,075

AEROPLANE Filed March 3, 1943 6 Sheets-Sheet 5 Inventor Q meys April 1945 D. BUNEVICH I 2,374,075

AEYROPLANE Filed March 5, 1943 6 Sheets-Sheet 6 Y Y Y 5 Inventor m "Jmzel Bumevz'ak S By Emmi.

Patented Apr. 17, 1945 um'rao "-s'r as PATENT OFFICE.

Daniel innar s Alllk wis.

. 1 Application March a. 1943. Serial No. mass 3 Claims. (Cl. 244-56) motors wherein the propellers and motors can be swung on vertical-arcs to permit take-ofls and landings in very small areas.

Another important object of the invention is to provide an aircraft of this character which will permit the installation of airports closer to the centers of large populated communities.

Various other important objects and advantages of the invention will become apparent to the reader of the following description.

In the drawings:

Figure 1 is a top plan view of the airplane.

Figure 2 is a side elevational view.

Figure 3 is a fragmentary top plan view of one wing of the airplane with the propulsion unit in horizontal position.

Figure 4 is a fragmentary top plan view of a King showing the propulsion unit in vertical posi- Figure 5 is a section taken substantially on the line 3-3 of Figure 3, and showing in broken lines the propulsion unit in upright position.

Figure 6 is a fragmentary front elevational view of the structure as shown in Figure 3.

Figure '7 is an enlarged fragmentary horizontal sectional view through the wing and propulsion unit.

Figure 8 is an enlarged vertical sectional view taken substantially on the line 8-8 of Figure 3;

Figure 9 is a fragmentary horizontal sectional view through the transmission mechanism.

Figure 10 is a reduced transverse sectional view taken substantially on the line Iii-l of Figure 9.

Referring to the drawings wherein like numeralsdesignate like parts, it can be seen that numeral (see Figure 1) denotes the improved aircraft which briefly is composed of the conventional parts, the fuselage 8, tail assembly I and wings 8, 8.

In carrying out the present invention, and depending upon the number of propulsion units intended to be used, each propulsion unit consists of a pair of arcuate bars 8, 8 (see Figure 3) extending forwardly over the corresponding wing 8 in spaced parallel relation from the trailing edge of the wing to each meet an arcuate rack Ill extendin: upwardly and rearwardly over the wing from corresponding wing I. The racks III and bars 8 meet andare Joined together as at i2 The front of the cradle II is open while the rear portion is closed.

Numeral l3 denotes an elongated streamlined shell having a bullet nose-shaped rear end H. The forward end of the shell I3 is cut off bluntly as at l8, but has its outside surface flush with the outside surface of a bullet-shaped hub structure 18 from which propeller blades ll project. The hub I8 is supported by a shaft l8 which as shown in Figure 9 is enlarged as at It and disposed into a bearing 20 supported by a suitable structure 2| within the forward portion of the .shell l3. The enlarged portion I8 of the shaft I8 is hollow and has a bearing 22 therein receiving a reduced portion 23 of the forward end portionor a, drive shaft 24 which extends from a power plant 25 located in the rear portion of the shell l3.

As can be seen in Figure 7, the wing 8 underlying the upper ends of the racks l8, I8 is provided with bearings 28, 28 into which project trunnions 21, 28 from the rearportion of the shell l3, the trunnion 28 having an opening therethrough.

A clutch is provided between the shaft section it and the drive shaft 24, this clutch comprising a clutch plate 28 located on the rear end of the shaft l8, and a slide clutch plate 30 having a grooved shoulder 3i into which engages a fork 32 located on a swingable arm 33, this arm bein controlled by a pull cable 34 extending over a pulley 35 and passing through the hollow trunnion 28 to a control element (not shown) in the cabin of the fuselage 8.

A spring 35 on the forward end of the shaft 24 serves to urge the clutch plate 30 into clutch engagement with the clutch plate 28 on the shaft l8. Obviously, whenever it is desired to disconnect the propeller from the motor 25 and yet permit elevation of the entire unit, the clutch just described can be disconnected.

The geared transmission for elevating and lowering the propulsion unit consists of a case 36 having the shaft 24 extending therethrough. Bearings 31, 31 are provided in the side of this case 36 and through the same are disposed stub shafts 38, 38 the same having beveled gears 38, 48 at their ends within the case 36. These beveled gears 38, 40 are adapted to. be engaged by beveled slide gears ll, 42, each of which has a grooved shoulder 43 for receiving portions of a forked structure 84 depending from a slide member 46 connected to a rocker 41 located on a shaft a cradle structure H which partly underlies the 48. Control cables 48, 58 extend from the upper and lower ends oi the rocker I! and pass through the hollow trunnion II to a suitable control it located in the cabin oi the fuselage I.

The beveier gear ll idles. while the beveled gear ll has peripheral teeth I! which mesh with an underlying gear ll located in a housing I. the sear ll being located on a transverse shalt ll having gears II at its ends. The end or the shaft II project out beyond the sides of the shell II and the gears It mash with the teeth otthe rack bars It, it.

Obviously. when the power plant II is in operation and either one of the beveled gears ll. ll isinmesh withthe gearalllltheunitwiilbe moved upwardly or downwardly. when the unit is in the elevated position as shown in Figure 4 and as shown in broken lines in Figure 5, the plane can take oil from a standinl position and can land in substantially a vertical line.

While the foregoing specification sets forth the invention in specific terms, it is to be understood that numerous changes in the shape, else and materials may be resorted to without departing from the spirit and scope of the invention as claimed hereinaiter.

Having described the invention, what is claimed as new is:

1. In an airplane having wings, a propulsion unit mounted on each wing and means tor swine"- ing the propulsion unit from-a horizontal plane to substantially vertical plane, said means including a pair or arcuate toothed tracks arching upwardly over each wing in spaced-apart parallel relation in each pair and gears carried by each unit and driven thereby. said gears meshin: in pairs with the pairs of toothed tracks.

a 2. in an aircrsit having a wins. a prol unit including a power plant. and a propeller driven by said plant. means to mount said unit in said wing for swinging crosswise oi the wingupwardly and downwardly, respectively. comprising a pair or trunnions upon opposite sides of the unit iournaled in said wing, a pair oi arcuaie toothed tracks arching upwardly over said wing in spaced-apart parallel relation, a propeller drive shaft in said unit. a pair of stub shafts in said unit each geared to one or said tracks. gearing between said drive shaft and stub shafts for driving said stub shafts in opposite directions. relatively, and including a pair of shittable gears. and means to shift said.- shiitable gears in unilag between said drive shaft and stub shafts for.

driving said stub shafts in opposite directions. relatively. and including a pair of shiitable gears, and means to shift said shiftable gears in unison comprising a rocker bar, and a pair of cables connected to opposite ends of said bar and extending out of one or said trunnions.

DANIEL BUNEVICH. 

